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When was the last time a $50,000 Jeep ($49,560 as tested, to be precise) looked like a bargain? This powerhouse from Chrysler’s SRT performance shop is the most expensive of Jeeps, but in this crowd its price tag—$32,785 less than the next vehicle in money rankings—seems almost reasonable. And if startling others with a burst of manic acceleration is your idea of SUV fun, this Jeep gets it done, and pronto. It’s not as fleet as the German mammoths, but 4.4 seconds to 60 mph and 13.2 at 104 mph in the quarter-mile is speedy indeed for a sport-ute, and that big Hemi V-8 makes such wonderfully menacing sounds in the process.

That is this Jeep’s fundamental (and intensely visceral) appeal—Chrysler’s 6.1-liter pushrod Hemi, the only naturally aspirated engine of the group. And it makes up for a number of other SRT8 traits that are not so appealing.

For example, with one important exception, the inner Jeep came in for a fair amount of logbook flak from drivers. Despite a lengthy list of upgrade options, the words “cheap-looking” occurred often. Exacerbated by a dark-gray color scheme inside, the Jeep’s plastics have a low-rent look in contrast to the high-zoot materials in the Range Rover and the Porsche. An invidious contrast, of course, given the vast disparities in price. But then, who says perceptions are always fair?

Space is another interior debit, as in not enough of it, particularly for rear-seat passengers. On the other hand, a tilting and telescoping steering column, plus power-adjustable foot pedals, mitigates the space issue up front, and a set of excellent bucket seats—the exceptional interior element; we preferred them to the BMW’s—makes the Jeep a pleasant place to be, at least on smooth roads. One other small but nifty detail drew favorable attention: a digital oil-temp readout in degrees, as well as a ribbon-style gauge. Neat.

You noticed the smooth-road caveat regarding comfort? This also applies to handling. On the well-maintained surfaces of the test track, the Jeep held its own in the skidpad and lane-change tests despite limits imposed by all-season tires and a stability-control system that can’t be completely shut down. But on pavement afflicted with warts, divots, and frost heaves, it’s a different story. Stiff spring rates and the only live-axle rear suspension in the foursome combine to make the Jeep unpleasantly active, and directional stability becomes iffy in fast turns sprinkled with bumps. One logbook note referred to the Jeep’s ride as “Mr. Bobblehead.”

A steering system that tends toward numb doesn’t help, either. Nor does excessive road noise, transmitted via the suspension. Still, the call of the Hemi is hard to resist. Factor in price, and the Jeep edged out the Range Rover for third place by one point.